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EP2626531A1 - Moteur à combustion interne à plusieurs cylindres et procédé de fonctionnement d'un tel moteur à combustion interne à plusieurs cylindres - Google Patents

Moteur à combustion interne à plusieurs cylindres et procédé de fonctionnement d'un tel moteur à combustion interne à plusieurs cylindres Download PDF

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Publication number
EP2626531A1
EP2626531A1 EP12154407.6A EP12154407A EP2626531A1 EP 2626531 A1 EP2626531 A1 EP 2626531A1 EP 12154407 A EP12154407 A EP 12154407A EP 2626531 A1 EP2626531 A1 EP 2626531A1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
cylinder
internal combustion
cylinders
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP12154407.6A
Other languages
German (de)
English (en)
Inventor
Guenther Bartsch
Rainer Friedfeldt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP12154407.6A priority Critical patent/EP2626531A1/fr
Priority to DE102012220375A priority patent/DE102012220375A1/de
Priority to DE202012104300U priority patent/DE202012104300U1/de
Priority to CN201280066641.6A priority patent/CN104081022B/zh
Priority to PCT/EP2012/072173 priority patent/WO2013068487A1/fr
Priority to DE102012220374.5A priority patent/DE102012220374B4/de
Priority to BRBR102013001859-7A priority patent/BR102013001859A2/pt
Priority to US13/753,411 priority patent/US20130199466A1/en
Priority to RU2013104309A priority patent/RU2607705C2/ru
Priority to CN2013100461535A priority patent/CN103244266A/zh
Publication of EP2626531A1 publication Critical patent/EP2626531A1/fr
Priority to US14/274,424 priority patent/US9822712B2/en
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/105—Other arrangements or adaptations of exhaust conduits of exhaust manifolds having the form of a chamber directly connected to the cylinder head, e.g. without having tubes connected between cylinder head and chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive

Definitions

  • the invention relates to a method for operating an internal combustion engine of the aforementioned type.
  • An internal combustion engine of the above type is used as a drive for motor vehicles.
  • the term internal combustion engine includes in particular gasoline engines, but also diesel engines and hybrid internal combustion engines, ie internal combustion engines, which are operated by a hybrid combustion process.
  • Internal combustion engines have a cylinder block and a cylinder head which can be connected to one another or connected to form the individual cylinders, ie combustion chambers. The individual components will be briefly discussed below.
  • the cylinder block has a corresponding number of cylinder bores for receiving the pistons or the cylinder tubes.
  • the piston of each cylinder of an internal combustion engine is axially movably guided in a cylinder tube and limits together with the cylinder tube and the cylinder head the combustion chamber of a cylinder.
  • the piston head forms a part of the combustion chamber inner wall and seals together with the piston rings the combustion chamber against the cylinder block or the crankcase, so that no combustion gases or combustion air get into the crankcase and no oil gets into the combustion chamber.
  • the piston serves to transfer the gas forces generated by the combustion to the crankshaft.
  • the piston is articulated by means of a piston pin with a connecting rod, which in turn is movably mounted in the region of a Kurbelwellenkröpfung on the crankshaft.
  • the crankshaft mounted in the crankcase receives the connecting rod forces, which are composed of the gas forces due to the fuel combustion in the combustion chamber and the mass forces due to the non-uniform movement of the engine parts.
  • the oscillating stroke movement of the piston is transformed into a rotating rotational movement of the crankshaft.
  • the crankshaft transmits the torque to the drive train.
  • Modern internal combustion engines are operated almost exclusively by a four-stroke work process. As part of the charge change, the expulsion of the combustion gases via the outlet openings of the at least four cylinders and the filling of the combustion chambers with fresh mixture or charge air via the inlet openings takes place.
  • an internal combustion engine requires control means and actuators to operate these controls.
  • To control the charge cycle four-stroke engines almost exclusively lift valves are used as control members that perform an oscillating lifting movement during operation of the internal combustion engine and thus release the inlet and outlet ports and close.
  • the valve actuation mechanism required to move the valves including the valves themselves is referred to as a valve train.
  • the at least one cylinder head is generally used to accommodate this valve train.
  • valve train It is the task of the valve train to open the intake and exhaust ports of the cylinder in time or close, with a quick release of the largest possible flow cross sections is sought to keep the throttle losses in the incoming and outflowing gas flows low and the best possible filling of Combustion rooms with fresh mixture or an effective, d. H. To ensure complete removal of the exhaust gases. Therefore, the cylinders are also often provided with a plurality of inlet and outlet ports.
  • the intake ports leading to the intake ports and the exhaust ports, d. H. the exhaust pipes, which adjoin the outlet openings are at least partially integrated in the cylinder head according to the prior art.
  • the exhaust gas lines of the cylinders are usually combined to form a common overall exhaust gas line.
  • the combination of exhaust pipes to an overall exhaust line is generally and in the context of the present invention referred to as exhaust manifold, wherein the exhaust manifold may be considered as belonging to the Abgasabloom.
  • the exhaust gas lines of four cylinders are combined to form an exhaust manifold to a single overall exhaust line.
  • the exhaust pipes of the cylinder are gradually brought together in such a way that each merge the at least one exhaust pipe of an outer cylinder and the at least one exhaust pipe of the adjacent inner cylinder to a partial exhaust gas line and the two partial exhaust gas lines formed in this way the four cylinders or two Combine cylinder groups to form an overall exhaust gas line.
  • the trained exhaust manifold may be partially or completely integrated in the at least one cylinder head.
  • the dynamic wave processes or pressure fluctuations in the exhaust gas removal system are the reason why the thermodynamically displaced working cylinders of a multi-cylinder internal combustion engine influence each other during the charge cycle, especially hamper. A deteriorated torque characteristic or a reduced power supply may be the result. If the exhaust gas lines of the individual cylinders are guided separately from one another for a longer distance, the mutual influence of the cylinders during the charge exchange can be counteracted.
  • the evacuation of the combustion gases from a cylinder of the internal combustion engine in the context of the charge exchange is based essentially on two different mechanisms.
  • the combustion gases flow at high speed through the exhaust port into the exhaust system due to the high pressure level prevailing in the cylinder at the end of combustion and the associated high pressure difference between the combustion chamber and the exhaust tract.
  • This pressure-driven flow process is accompanied by a high pressure peak, which is also referred to as Vorlstramati and propagates along the exhaust pipe at the speed of sound, the pressure decreases with increasing distance and depending on the routing due to friction more or less, d. H. reduced.
  • Exhaust gas which has already been ejected into or discharged from an exhaust pipe during the charge cycle can therefore again enter the cylinder, due in part to the pressure wave which emanates from another cylinder.
  • short exhaust pipes can also cause the fourth cylinder to fire the third cylinder preceding the ignition sequence, ie the previously ignited one Cylinder, during the charge change adversely affected and derived from the fourth cylinder exhaust gas enters the third cylinder before close the exhaust valves.
  • the exhaust pipes of the cylinder starting from the respective outlet opening to the collection point in the exhaust manifold, at which merge the exhaust pipes to a common exhaust manifold and the hot exhaust gas of the cylinder is collected, as short as possible, for example, the exhaust manifold as far as possible to integrate into the at least one cylinder head and make the merger of the exhaust pipes to a total exhaust line as far as possible already in the cylinder head.
  • short exhaust pipes may advantageously affect the location and operation of an exhaust aftertreatment system provided downstream of the cylinders.
  • the path of the hot exhaust gases to the exhaust aftertreatment systems should be as short as possible so that the exhaust gases are given little time to cool down and the exhaust aftertreatment systems reach their operating temperature or light-off temperature as quickly as possible, in particular after a cold start of the internal combustion engine.
  • the exhaust manifold is integrated into the cylinder head in order to participate in a provided for in the cylinder head cooling and the manifold does not have to produce from thermally highly resilient materials that are costly.
  • the shortening of the exhaust pipes of the exhaust manifold for example, by integration in the cylinder head, has - as stated above - a variety of advantages, but in addition to the shortening of the total travel distance of all exhaust pipes also leads to a shortening of the individual exhaust pipes, as these already merged immediately downstream of the exhaust ports be, which aggravates the problem of mutual influence of the cylinder when changing the charge.
  • an object of the present invention to provide an internal combustion engine according to the preamble of claim 1, d. H. of the generic type to provide, on the one hand, the requirement for a compact exhaust manifold with short exhaust pipes takes into account and with the other hand, the problem of mutual influence of the cylinder when changing the charge repair or mitigate.
  • a further sub-task of the present invention is to show a method for operating such an internal combustion engine.
  • the exhaust pipes of the four cylinders of the at least one cylinder head of the internal combustion engine are in a first stage in groups, ie in pairs, merged, each an outboard cylinder and the adjacent inner cylinder form a pair of cylinders whose exhaust pipes merge to form a partial exhaust gas line.
  • these partial exhaust gas lines are then combined downstream in the exhaust gas discharge system to form an overall exhaust gas line.
  • the total travel distance of all exhaust pipes is thereby shortened.
  • the Gradual merging of the exhaust pipes to an overall exhaust line also contributes to a more compact, ie less bulky construction.
  • the exhaust gas flows of the two cylinder groups according to the invention kept separated longer than the exhaust gas flows within a group.
  • the formation of the partial exhaust gas lines and their wegumblenhab longer separation from each other have the effect that one cylinder group does not influence the other cylinder group when changing the charge or less.
  • the four cylinders are operated in such a way that the cylinders of a cylinder group have the largest possible offset in terms of work processes, d. H. It is alternately in a cylinder of a cylinder group and a cylinder of the other cylinder group, the combustion - for example by means of spark ignition - initiated.
  • process variants may be advantageous in which the cylinders are ignited in the order 1 - 3 - 2 - 4 or in the order 1 - 4 - 2 - 3.
  • the numbering of the cylinders of an internal combustion engine is regulated in DIN 73021. For in-line engines, the cylinders are counted in sequence.
  • the cylinders are ignited at a distance of 180 ° CA, so that starting from the first cylinder the ignition times measured in ° CA are the following: 0-180-360-540. Consequently, the cylinders of one cylinder group have a thermodynamic offset of 360 ° CA. Taking into account that the exhaust valves usually have an opening duration between 220 ° CA and 260 ° CA, it becomes clear that the cylinders of a group can not influence the change of charge in the selected firing order, regardless of how quickly the cylinders Merging the exhaust pipes downstream of the outlet openings to a partial exhaust gas line takes place.
  • a firing order deviating from the conventional firing sequence 1 - 3 - 4 - 2 also requires a crankshaft which deviates from the conventional crankshaft, that is to say a crankshaft which deviates from the conventional firing sequence 1 - 3 - 4 - 2.
  • crankshaft is used, with which the cylinders of a cylinder group run mechanically, d. H. go through the top and bottom dead center at the same time.
  • the associated crankshaft cranks of the two cylinders may for this purpose have no offset in the circumferential direction about the longitudinal axis of the crankshaft.
  • the thermodynamic offset of 360 ° KW is then realized by the firing order.
  • crankshaft cranks of one cylinder group are rotated in the circumferential direction by 180 ° with respect to the crankshaft cranks of the other cylinder group. H. added.
  • the internal combustion engine according to the invention is an internal combustion engine which has a compact exhaust manifold with short exhaust pipes and at the same time eliminates the problem of mutual influence of the cylinder during the charge cycle, which is why the internal combustion engine according to the invention solves the first sub-task on which the invention is based.
  • An internal combustion engine according to the invention may also have two cylinder heads, if, for example, eight cylinders are arranged distributed on two cylinder banks.
  • the merging of the exhaust pipes in the then two cylinder heads according to the invention can then also be used to improve the charge cycle and to improve the torque supply.
  • embodiments of the internal combustion engine are particularly advantageous in which the exhaust gas lines of the cylinder groups merge to form partial exhaust gas lines within the at least one cylinder head, forming two integrated partial exhaust gas manifolds.
  • Embodiments of the internal combustion engine in which the exhaust lines of the cylinders merge within the at least one cylinder head to form an overall exhaust gas line, forming an integrated exhaust manifold within the at least one cylinder head, are advantageous.
  • the partial exhaust gas lines formed in the cylinder head already converge within the cylinder head to form an overall exhaust gas line.
  • the entire, guided by the Abgasabriossystem exhaust gas leaves the cylinder head through a single outlet opening on the outlet side outside of the cylinder head.
  • the present embodiment is characterized by a very compact design that has all the advantages of having an exhaust manifold fully integrated with the cylinder head.
  • embodiments of the internal combustion engine may also be advantageous in which the partial exhaust gas lines of the cylinders outside the at least one cylinder head merge to form an overall exhaust gas line.
  • the exhaust gas lines of the cylinders of a group lead thereby preferably together within the cylinder head to a partial exhaust gas line.
  • the exhaust manifold is then modular and consists of a in the Cylinder head integrated manifold section, namely two Abgasteilkrümmern, and an external manifold or manifold section together.
  • the exhaust gas streams of the partial exhaust gas lines are kept separate from one another at least until they leave the cylinder head, so that the exhaust gas exhaust system emerges from the cylinder head in the form of two outlet openings.
  • the partial exhaust gas lines are combined downstream of the cylinder head and thus only outside of the cylinder head to form an overall exhaust gas line. This may be upstream or downstream of exhaust after-treatment or exhaust turbocharging.
  • Embodiments of the internal combustion engine in which the internal combustion engine is a naturally aspirated engine are advantageous.
  • embodiments of the internal combustion engine in which a charging device is provided are particularly advantageous.
  • the exhaust gases in the cylinders of a supercharged internal combustion engine have significantly higher pressures during operation of the internal combustion engines, which is why the dynamic wave processes in the exhaust system during the gas exchange are significantly more pronounced, in particular the pre-exhaust.
  • At least one exhaust gas turbocharger which comprises a turbine arranged in the Abgasabriossystem.
  • an exhaust gas turbocharger for example compared to a mechanical supercharger, uses the exhaust gas energy of the hot exhaust gases.
  • the output of the exhaust gas flow to the turbine energy is used to drive a compressor, which promotes the charge air supplied to it and compressed, creating a Charging the cylinder is achieved.
  • a charge air cooling is provided, with which the compressed combustion air is cooled before entering the cylinder.
  • the charge is used primarily to increase the performance of the internal combustion engine. However, charging is also a suitable means of shifting the load spectrum to higher loads under the same vehicle boundary conditions, as a result of which specific fuel consumption can be reduced.
  • embodiments of the internal combustion engine may also be advantageous, which are characterized in that the turbine of the at least one exhaust gas turbocharger is a double-flow turbine having an inlet region with two inlet channels in each case one of the two partial exhaust gas lines opens into one of the two inlet channels.
  • This embodiment is also advantageous because the partition wall between the inlet ducts of the twin-flow turbine runs vertically and the two partial exhaust gas ducts perpendicular thereto - offset from one another along the longitudinal axis of the cylinder head - emerge from the head.
  • the arrangement of the partition wall or the inlet channels corresponds to the outlet structure of the two partial exhaust gas lines.
  • the turbine can be designed as a twin-flow turbine even if it is placed in the overall exhaust line.
  • Embodiments of the internal combustion engine in which two exhaust-gas turbochargers are provided which comprise two turbines arranged in the exhaust-gas removal system are particularly advantageous.
  • the torque characteristic of a supercharged internal combustion engine is therefore often tried to improve by using more than one exhaust gas turbocharger, d. H. by a plurality of turbochargers arranged in parallel or in series, d. H. by a plurality of turbines arranged in parallel or in series.
  • embodiments of the internal combustion engine are advantageous in which the two turbines are arranged in series in the overall exhaust gas line.
  • the compressor map can be widened in an advantageous manner both towards smaller compressor streams and towards larger compressor streams.
  • the exhaust gas turbocharger serving as a high-pressure stage, it is possible to shift the surge limit to smaller compressor flows, whereby high charge pressure ratios can be achieved even with small compressor flows, which significantly improves the torque characteristic in the lower part load range.
  • This is achieved by designing the high-pressure turbine for small exhaust gas mass flows and providing a bypass line, with which increasing exhaust gas mass flow increasingly exhaust gas is passed to the high-pressure turbine.
  • the bypass line branches off the exhaust system upstream of the high-pressure turbine and re-enters the exhaust gas system downstream of the turbine, wherein a shut-off element is arranged in the bypass line in order to control the exhaust gas flow passed by the high-pressure turbine.
  • embodiments may also be advantageous, which are characterized in that a turbine is arranged in each of the two partial exhaust gas lines.
  • the turbine of the at least one exhaust gas turbocharger can be equipped with a variable turbine geometry, which allows a further adaptation to the respective operating point of the internal combustion engine by adjusting the turbine geometry or the effective turbine cross section.
  • adjustable guide vanes for influencing the flow direction are arranged in the inlet region of the turbine. Unlike the vanes of the rotating impeller, the vanes do not rotate with the shaft of the turbine.
  • the vanes are not only stationary, but also completely immovable in the entry area, i. H. rigidly fixed.
  • the guide vanes are indeed arranged stationary, but not completely immobile, but rotatable about its axis, so that the flow of the blades can be influenced.
  • Embodiments of the internal combustion engine in which the at least one cylinder head is equipped with an integrated coolant jacket are advantageous. Especially supercharged internal combustion engines are highly loaded thermally, which is why high demands are placed on the cooling.
  • the liquid cooling requires the equipment of the internal combustion engine, d. H. the cylinder head or the cylinder block, with an integrated coolant jacket, d. H. the arrangement of the coolant through the cylinder head or cylinder block leading coolant channels.
  • the heat is already released inside the component to the coolant.
  • the coolant is conveyed by means of a pump arranged in the cooling circuit, so that it circulates in the coolant jacket.
  • the heat given off to the coolant is removed in this way from the interior of the head or block and removed from the coolant in a heat exchanger again.
  • each cylinder has at least two outlet openings for discharging the exhaust gases from the cylinder.
  • an oxidation catalyst may be provided in the exhaust system.
  • catalytic reactors are used, in particular three-way catalysts with which nitrogen oxides are reduced by means of the unoxidized exhaust gas components, namely the carbon monoxides and the unburned hydrocarbons, wherein at the same time these exhaust gas components are oxidized.
  • the nitrogen oxides contained in the exhaust gas can not be reduced due to the principle lack of reducing agents.
  • selective catalysts - so-called SCR catalysts - are used, in which targeted reducing agents are introduced into the exhaust gas to selectively reduce the nitrogen oxides.
  • the nitrogen oxide emissions can also be reduced with so-called nitrogen oxide storage catalysts, also called LNTs.
  • the nitrogen oxides are first absorbed during lean operation of the internal combustion engine in the catalytic converter, ie collected and stored, in order then to be reduced during a regeneration phase, for example by means of a substoichiometric operation ( ⁇ ⁇ 1) of the internal combustion engine in the event of an oxygen deficiency.
  • so-called regenerative particle filters are used, which filter out and store the soot particles from the exhaust gas. The particles are intermittently burned as part of the regeneration of the filter.
  • embodiments are also advantageous in which at least one exhaust aftertreatment system is provided in the exhaust gas removal system.
  • Embodiments of the internal combustion engine in which the at least one exhaust aftertreatment system is arranged in the overall exhaust gas line can be advantageous.
  • the entire exhaust gas shares a common aftertreatment system.
  • embodiments of the internal combustion engine may also be advantageous, which are characterized in that an exhaust gas aftertreatment system is arranged in each of the two partial exhaust gas lines.
  • an exhaust gas aftertreatment system is arranged in each of the two partial exhaust gas lines.
  • a further exhaust gas aftertreatment system can also be provided, optionally also another type of exhaust aftertreatment system.
  • the second sub-task on which the invention is based namely to disclose a method for operating an internal combustion engine according to a previously described type, is achieved by a method according to which the combustion in the cylinders is initiated at a distance of 180 ° CA.
  • the initiation, d. H. Initiation of the combustion can be carried out both by a spark ignition, for example by means of a spark plug, as well as by auto-ignition or compression ignition.
  • the method can be used in gasoline engines, but also in diesel engines and hybrid internal combustion engines.
  • process variants can be advantageous, which are characterized in that the cylinders are ignited by means of igniters in the order 1-3-3-4 and at a distance of 180 ° KW. Beginning with an outer cylinder, the cylinders are numbered consecutively along the longitudinal axis of the at least one cylinder head and numbered.
  • process variants may also be advantageous in which the cylinders are ignited by means of ignition devices in the order 1 - 4 - 2 - 3 and at a distance of 180 ° KW. Beginning with an outer cylinder, the cylinders are numbered consecutively along the longitudinal axis of the at least one cylinder head and numbered.
  • the two cylinders of a cylinder group have the greatest possible offset with regard to their work processes, namely a thermodynamic offset of 360 ° KW. It is initiated alternately in a cylinder of a cylinder group and a cylinder of the other cylinder group, the combustion by means of spark ignition.
  • FIG. 1 schematically shows the cylinder head integrated portion of the exhaust manifold 7 of a first embodiment of the internal combustion engine in plan view.
  • the associated cylinder head (not shown) has four cylinders 1, 2, 3, 4 which are arranged in series along the longitudinal axis of the cylinder head.
  • the cylinder head thus has two outer cylinders 1, 4 and two inner cylinders 2, 3.
  • Each cylinder 1, 2, 3, 4 has two outlet openings 5, followed by the exhaust pipes 8 of the Abgasabriossystems 6 for discharging the exhaust gases.
  • the exhaust pipes 8 of the cylinders 1, 2, 3, 4 lead gradually to an overall exhaust line 10, wherein in each case the two exhaust pipes 8 of an outer cylinder 1, 4 and the two exhaust pipes 8 of the adjacent inner cylinder 2, 3 to one of this cylinder group associated partial exhaust gas line 9 merge before the two partial exhaust gas lines 9 of the four cylinders 1, 2, 3, 4 merge to form an overall exhaust gas line 10.
  • exhaust manifold 7 is a fully integrated in the cylinder head exhaust manifold 7, ie, the exhaust pipes 8 of the cylinders 1, 2, 3, 4 lead together within the cylinder head to form the exhaust manifold 7 to an overall exhaust line 10.
  • FIG. 2 schematically shows the cylinder head integrated portion of the exhaust manifold 7 of a second embodiment of the internal combustion engine in plan view. It should only the differences to the in FIG. 1 illustrated embodiment, why in the The rest is referred to FIG. 1 , The same reference numerals have been used for the same components.
  • the exhaust pipes 8 of the two cylinder groups lead together to form partial exhaust gas lines 9, forming two integrated partial exhaust manifolds 7a, 7b within the cylinder head.
  • these partial exhaust gas lines 9 only together outside the cylinder head to an overall exhaust gas line (not shown), so that the partial exhaust gas lines 9 are separated from each other over a longer distance.
  • FIG. 3 shows an embodiment of the crankshaft 15 of the internal combustion engine as a schematic diagram.
  • the illustrated crankshaft 15 has five bearings 16 and has for each cylinder a crankshaft cranking 11, 12, 13, 14 associated with the cylinder.
  • the crankshaft crests 11, 12, 13, 14 are spaced apart along the longitudinal axis 15a of the crankshaft 15, the two crankshaft crests 11, 12, 13, 14 of the two cylinders of each cylinder group having no offset in the circumferential direction about the longitudinal axis 15a of the crankshaft 15 such that the cylinders of each cylinder group are mechanically co-rotating cylinders.
  • the crankshaft cranks 11, 12 of the first two cylinders, d. H. the first cylinder group are compared with the crankshaft crankings 13, 14 of the third and fourth cylinder, d. H. the second cylinder group, offset in the circumferential direction by 180 ° on the crankshaft 15.
  • the forces acting on the crankshaft cranks 11, 12, 13, 14 mass forces F are identified.
  • the mass moment M resulting from the inertial forces is preferably compensated by means of mass compensation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Supercharger (AREA)
  • Exhaust Gas After Treatment (AREA)
EP12154407.6A 2011-11-10 2012-02-08 Moteur à combustion interne à plusieurs cylindres et procédé de fonctionnement d'un tel moteur à combustion interne à plusieurs cylindres Ceased EP2626531A1 (fr)

Priority Applications (11)

Application Number Priority Date Filing Date Title
EP12154407.6A EP2626531A1 (fr) 2012-02-08 2012-02-08 Moteur à combustion interne à plusieurs cylindres et procédé de fonctionnement d'un tel moteur à combustion interne à plusieurs cylindres
DE102012220374.5A DE102012220374B4 (de) 2011-11-10 2012-11-08 Ein Vier-Zylinder-Motor mit zwei deaktivierbaren Zylindern
DE202012104300U DE202012104300U1 (de) 2011-11-10 2012-11-08 Ein Vier-Zylinder-Motor mit zwei deaktivierbaren Zylindern
CN201280066641.6A CN104081022B (zh) 2011-11-10 2012-11-08 一种具有两个可停用汽缸的四缸发动机
PCT/EP2012/072173 WO2013068487A1 (fr) 2011-11-10 2012-11-08 Moteur à quatre cylindres avec deux cylindres désactivables
DE102012220375A DE102012220375A1 (de) 2011-11-10 2012-11-08 Ein Vier-Zylinder-Motor mit zwei deaktivierbaren Zylindern
BRBR102013001859-7A BR102013001859A2 (pt) 2012-02-08 2013-01-24 Motor à combustão interna e método para operação de um motor a combustão interna
US13/753,411 US20130199466A1 (en) 2012-02-08 2013-01-29 Multi-cylinder internal combustion engine and method for operating a multi-cylinder internal combustion engine of said type
RU2013104309A RU2607705C2 (ru) 2012-02-08 2013-02-04 Двигатель внутреннего сгорания и способ его работы
CN2013100461535A CN103244266A (zh) 2012-02-08 2013-02-05 多缸内燃机及操作该类型的多缸内燃机的方法
US14/274,424 US9822712B2 (en) 2011-11-10 2014-05-09 Four-cylinder engine with two deactivatable cylinders

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EP12154407.6A EP2626531A1 (fr) 2012-02-08 2012-02-08 Moteur à combustion interne à plusieurs cylindres et procédé de fonctionnement d'un tel moteur à combustion interne à plusieurs cylindres

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RU2013104309A (ru) 2014-08-10
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RU2607705C2 (ru) 2017-01-10
US20130199466A1 (en) 2013-08-08

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